Economizer for internal-combustion engines.



A. W. WHARTON.v Q EOONOMIZER FOR INTERNAL COMBUSTION ENGINES.

APPLICATION FILED DEC. 17. 1913 uwu Qi Iii 32'] 17' 23 e, I H 0\ IN VENIOR WITNESSES ATTORNEY patentgd Feb. 16, 1915.-

as'rrLnvvm-wnnnron, or P ILADELPHIA, PENNSYLVANIA} n'couoiuizna non INTE'nNAL-coi/rnustsron ENGINES,

transom Specification of Letters Patent.

Applieation'filed December 17, 1313, Serial No. 807,193.

ternal combustion engines for decreasing the amount of. fuelconsum'ed by such engines and thereby decreasing the cost of operation of the same; for decreasing the amount of carbonaceous deposit upon-the interior sun aces thereof; and for increasing the fefiiciency of the same. 1 Other objects and advantages'ofmy invention will be referred to in the detailed description thereof which follows or Will be, I

' manifold- 4;. is connected to the interiorof' apgarent therefrom. 1

ne form of construction embodying my invention is illustratedin the accompanying drawing, but it should be understood-that said invention is susceptible of embodiment in other forms of construction than that shown, and, therefore, that Iain not limited to the details of construction as illustrated.

In the accompanying drawing :-Figure l is a top. lan view of the front portion of an automoblle with parts removed to show in top plan an internal combustion engine with the device or attachment embodying my'in-I vention associated therewith; Fig. 2 is a view showing in longitudinal section and elevation the device embodying my inven:

tion and also how the same is connected with other parts of. the structure illustrated in Fig. 1; Fig.3 is a transverse section on the 'line3-3 of Fig. 2; andFig. 4 is a perspective view of a. receiving nozzle constituting a part of my devicewhich is situated within the exhaust pipe.

Before proceeding to a detailed description of the construction illustrated in the tration and description and that the samemay be applied to internal combustion engines Wherever and in whateverway used-5,

and it should also be further noted thatvlt, do

not desire that the principle ofrny invention shall be. limited to the exact purposes-and uses herein, illustrated and described: but: do-

ite] thatit'shall be understoodgthat such in, vention may be used and'advantageousl-y applied in connection with man other. appalra e wherein s mplet e m u ti ai be? m%elfected.

eferring now to theudrawingg gl desighates; the front portion of theunderframe of an automobile upon which issupported a,

foul: cylinder internal combustion engine 2 to which my invention has been applied. I

. The. carbu'reter is of any known construction. and isdesignated as a wholeby the ref I erence numeral 4- designates an. intake manifold with whichthe carbureter is connected by means of an ntake pipe 5 in known manner. The

the several cylinders of the engine by branch pipes 6 in known manner;

cylinders of the engine.

It will be remembered-that in engines of this character the pistons in the cylinders operate to draw the fuel, consisting of a mixture of inflammable material (-such as oil) and air, fromthe carbureter'into the engine cylinder or cylinders, in which the gaseous mixture is exploded to drive the pistons and is exhausted from the cylinders through the exhaust pipe 7 v My invention comprehends and includes means for returning portions of these exhaust. gases to the engine. cylinder orfi'cy'lin ders. As illustrated these gases are returned to the intake pipe 5 where they are mixed with the portions of other fuel therein and the mixture thus formed is drawn into the ploded in the usual manner.

' Although inthe specific construction illustrated I have shown the exhaust gases as becy-linder 'or cylinders of the engine and ex- -ing' returned to the intake pipe 5 I desire it to be understood that such gases may be introduced directly into the carbureter or into some part of the fuel channel or.con- V duit before the same reaches the carbureter or directlyto the engine cylinder or cylinders;

As one form of'means for effecting return i of the exhaust gases-the exhaust pipe 7 Ito theengine, have,provided,,-a fiaring re'-f ing jor intake nozzle 'is co'nnected by means the'open end of which terminates interiorly of an" bpen-ended tubular" member which ,-'ea 21 whereby a; closed chamber is'formed;

is'connected integrally or otherwise at 16 to a plate 17Iwhich is flanged at its outer edges asxsliownjat 18. The inner side of this an nularflange is screvvi threaded wherebypne f end-bf "a' tubular member 20inay havescrew= .threadedconnection therewith. as shown-i The opposite end-of said screyv threade d tubular member '20 is closed by meansof-th 'The"open-'endedfpipe '14-"passes into the i chamber formed i -by' the tubular member. 2Q 5 a and theplatesf 17 25- designates a plate extending' trans versely" of the tubular member 15: fto close the same which plate is situated relatively near the open end of the. tubular 'p'art 14,

forations26'at the plate 172 i provided Any other suitable 1 closing means may be substituted L for the plate 25. The external diameter'of the pipe-l4.- is considerably. less than; the internal diameter of the tubular part 15 whe'rebyconsiderable free sp ace extends around the said pipe. 14 Within the tubular member 15; .The-tubular member 15 is'provided with a series of holes 'or. perpoints near its connection to It maybe noted at this point that thetu; bularimember 20-is secured by meansof a bracket 28 to the dashboard 29 ofthe' auto-- 'mobile body-i It will-lbd understood, however, that anyiother suitable'means may be for supporting such tubul'ar. memmen -1151 therein, f acts =no't"only toi'etard the of 'zthefl'owfof gases from the exhaust; channel but"alsb'i causes condensation f 'suchkcondnsibleportions of the vapors as may-be,present-, such as "water vapor; v 30-designates a pipe' connected at one end;

' to the intake -pi'pe intermediate the carbureter 3' "and -the manifold 4 and at the other end to the plated?- which closes one end of the tubular member 20. The said pipe 30 is "provided, with a valve at 31 Y which is "op erated by means of a handle 32 whichis' 1 situated upon the inside of the dashboard controlling the engine; 'By a valve 31, the amount of exhaust gases which of -a pipe'1 3 with a short Op n-ended pipe 14, i is controlled. n;

1 operation ofsuch engines is "substantially reduced. R

29in convenient position'to be operated by the (ghaufieur or-other person operating and justing the are permittedto be drawn from the exhaust pipegan'dreturnedto the.v intake pipe to be there mixed and intermingled with fresh gaseous fuel mixture and tolbe drawn thence into, the cylinder of the engine re-used The gases which are withdrawn from the exhaustpipe are discharged from the pipe ll against the closure 25. They then travel in reverse direction, as shown by the arrows,

and 'escape' from the open .end of, the tubular member15 into the chamber 20 and then the direction o f travel is again reversed, the gases'finally passing out. through the holes i 'or'perforati'ons26 and thence to the engine. By causing'the gases to travel a tortuous passage asthus described, they are considerably cooled and furthermore the speed with: which they 'a-refintroduced or projected into the'intake pipe or other part of i ,4 the apparatus isdecreased to such an extent ended tuv bulara member 14 extends} into the tubular h mem'berlf) a littlemore th ofthe latter. i

that, theirfintroduction thereinto does not affect n any manner the introduction of the explosive mixture of air and gases into" the engine'cylinder. 'When a device embodying my invention is employed, the mixture ofgases which is introduced into the engine cylmder or cylinders 1s considerably warmed 1 vention in connection with an internal com: bustion engine a very material and substantial'reduction in the amount of oil or gasolene required has-been efi'ected and I have further found that by the employment of;

my device a material decrease in the amount of carbonaceous deposits upon the internal surface of theengine cylinder r cylinders has'beenefiectedl' By the employment of my device and by reason of the results therebytjaccomplished, as above stated, the'costof materially and 4 1. A bypass for conducting gases. from the exhaust channel of aninternal' combustion engine to the intake channel of said engine,

member also having "perforations therein below the "said transverse closure.

2-. A pipe having communication with an exhaust-channel from an internal combusand the said open-endfedw'member having means extending transversely thereof to close the same, and the said open-ended tion engine, a closed chamber having an open-ended member therein, said open-ended,

member having a closure intermediate its ends, the said pipe terminating in the said open-ended member within the said chamber at a point adjacent to the transversely extending closure therein, and a second pipe having communication with the said chamher at apoint opposite to that at which the first-named pipe is connected, the said second-named pipe having connection with the said internal combustion engine.

3. In combination, an internal combustion engine, an intake channel for supplying fuel to said engine, and an exhaust channel for conveying'exhaust gases from said engine, a conduit having connection with the said exhaust channel and said intake channel forreturning a portion of the exhaust gases from the said exhaust channel to the intake channel, means in said exhaust chan-. nel for deflecting gases therefrom into said conduit, and means interposed in said conduit for causing the said gases to travelatortuous passage.

4:- A bypass for conducting gases from the exhaust channel of an internal combustion engine to the intakechannel of such engine said bypass including a closed chamber, a member therein secured at one end to the said chamber and the other endbeing open, and the said member being provided with a closure intermediate its endszand also being provided with openings between said closure and the end which is connected to said cham her, a pipe extending into said chamber and terminating adjacent to said closure, and a pipe communicating with said chamber at a point within the region of the said member. 5. A bypass for conducting gases from the exhaust channel of an internal combustion engine to the intake channel of such engine said bypass including a cylindrical chamber closed at its opposite ends, and a tubular member secured at one end to one end of the said chamber and the other end thereof being open and situated adjacent to theopposite closed end of said chamber, the said tubular member being of less diameter than the internal diameter of the said cylindrical chamber whereby an angular space is provided between said memberand said chamber and the said tubular member being provided with a closure situated intermediate its ends andalso being provided with holes situated between the said closure and the end thereof which is said chamber.

6. A bypass for conducting gases from the exhaust channel of an internal combustion engine to the intake channel of such engine said bypass including a cylindrical chamber closed at its opposite ends, a tubular them-- nal combustion engine,

connected to the end of open and situated adjacent to the opposite closed end of said chamber, the said tubular member being of less diameter than the in- 'ternal diameter of the said cylindrical chamber whereby an annular space is provided between said member and said chamber and the said tubular member being provided-with a closure situated intermediate its ends and also being provided with holes situated between the said closure and the end thereof which is connected to the end of said chamber, a pipe having connection at and with said inlet passageway for conveying hot exhaust gases from the former to the latter, and a nozzle situated in and extending transversely of said channel and having an opening in one side and extending longitudinally thereof, said opening facing in a direction opposite to that in which the gases are traveling in said channel.

8. In combination, an exhaust channel for conveying hot exhaust gases from an interan inlet passageway for conveying fuel to said engine, a con'. duit having connection with said channel and with said inlet passageway for conveying hot exhaust gases from the former to the latter, and a flaring cone-shaped nozzle situated in and extending transversely of said channel'and having an A-shaped opening in one side and extending longitudinally thereof, said opening facing in a direction opposite to that in which the gases are traveling in said channel, I whereby portions I of the gases traveling in said. channel are collected by said nozzle and directed into said conduit. 1

9. In combination, an exhaust channelfor conveying hot exhaust gases from an internal combustion engine, an inlet passageway for conveying fuel to said engine, a conduit having connection with said channel and with said inlet passageway for conveying hot exhaust gases from the former to the latter, the said conduit including means for retarding the flow of the hot gases through the said conduit and for condensing portions thereof, and a nozzle situated in and extending transversely of the said exhaust way for conveying fuel to said engine, a conduit having connection with said channel chennel and being provi ci ed witli' an A- I In testimonfthatI-claim the foregoing as h Shaped open'ingin one side'i thereof, which my invention, I have hereunto signed my op'emng faces inn direction opposite to that namethis 15th day of December, A. D. 1913. 10

' in -Whichthe hot gases are traveling in the ASTLEY WHARTON.

exhaust" channel whereby por'tionsfof the In the presence of said gases are collecte and-directedjnto the CARRIE E. KLEINFELDER, said conduit.- v Gums N. ANoERsoN. 

